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Design of A Variable Compression Internal Combustion Engine
Design of A Variable Compression Internal Combustion Engine
Design of A Variable Compression Internal Combustion Engine
Combustion Engine
A Major Qualifying Project Report
Submitted to the faculty of
By:
Liam Finnegan
Quinton Schimmel
Acknowledgements
We would like to primarily thank Professor Daniello for advising us on this project. He was
always well-informed regarding the topics and provided helpful feedback in a timely manner. We would
also like to thank Ian Anderson, a member of the Washburn Shops Laboratory Staff for his help with
Abstract
The purpose of this project is to design a single cylinder internal combustion engine to be used
by the Mechanical Engineering Department at WPI to aid in class demonstrations. The engine must be
reconfigurable for different operating parameters, and durable enough to withstand sub-optimal
operating conditions. It must be able to function with a compression ratio and ignition timing that can
be adjusted from 4:1 to 25:1 and able to operate using both gasoline and diesel fuels. The design
focuses on the components that are unique to this engine: Acme threading around the cylinder that
allows the compression ratio to be varied while the engine is running, a unique crankcase, and a valve
train that maintains consistent valve timing as the compression ratio is varied. The engine is designed
with the intent to be manufactured by WPI’s machine shop. The result of this project is detailed
Table of Contents
Acknowledgements ...................................................................................................................................... 2
Abstract......................................................................................................................................................... 3
Table of Contents.......................................................................................................................................... 4
Table of Figures............................................................................................................................................. 5
List of Tables ................................................................................................................................................. 5
Introduction .................................................................................................................................................. 6
Background ................................................................................................................................................... 8
Internal Combustion Engine Overview ..................................................................................................... 8
Ignition and Compression Ratio.............................................................................................................. 10
Engine Design.......................................................................................................................................... 12
Cooperative Fuel Research Engine ......................................................................................................... 15
Designs and Specifications .......................................................................................................................... 18
Crank Case .............................................................................................................................................. 21
Variable Compression Ratio and Cylinder Design................................................................................... 23
Piston Assembly and Crank Shaft ........................................................................................................... 27
Timing Assembly ..................................................................................................................................... 29
Valve Train and Cylinder Head ................................................................................................................ 31
Conclusions and Recommendations ........................................................................................................... 33
Future Work ................................................................................................................................................ 34
Appendix A: Bill of Materials ...................................................................................................................... 35
Appendix B: Drawings ................................................................................................................................. 38
References .................................................................................................................................................. 56
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Design of a Variable Compression Internal Combustion Engine
Table of Figures
Figure 1: Diesel Engine Four-Stroke Cycle .................................................................................................... 9
Figure 2: The Ideal Otto Cycle ..................................................................................................................... 10
Figure 3: Compression Ratio ....................................................................................................................... 11
Figure 4: V-Configuration Engine ................................................................................................................ 13
Figure 5: Piston Diagram ............................................................................................................................. 14
Figure 6: Overhead Valve Diagram ............................................................................................................. 15
Figure 7: Views of the Cooperative Fuel Research Engine ......................................................................... 16
Figure 8: Final Assembly ............................................................................................................................. 19
Figure 9: Final Assembly Cross Section ....................................................................................................... 20
Figure 10: Crankcase Front View ................................................................................................................ 22
Figure 11: Crankcase Rear View.................................................................................................................. 23
Figure 12: Cylinder Height Lowest Configuration ....................................................................................... 24
Figure 13: Cylinder Height Middle Configuration ....................................................................................... 25
Figure 14: Cylinder Height Highest Configuration ...................................................................................... 25
Figure 15: Vibration Reduction Springs ...................................................................................................... 26
Figure 16: Piston Assembly Front View ...................................................................................................... 28
Figure 17: Piston and Crankshaft Assembly................................................................................................ 28
Figure 18: Timing Assembly ........................................................................................................................ 30
Figure 19: Cylinder Head Top View............................................................................................................. 31
Figure 20: Cylinder Head Bottom View....................................................................................................... 32
Figure 21: Drawing of Entire Assembly ....................................................................................................... 38
Figure 22: Drawing of Crankcase ................................................................................................................ 39
Figure 23: Drawing of Cylinder Nut Brace .................................................................................................. 40
Figure 24: Drawing of Timing Rod Brace .................................................................................................... 41
Figure 25: Drawing of Cylinder ................................................................................................................... 42
Figure 26: Drawing of Crank Case Cover..................................................................................................... 43
Figure 27: Drawing of Timing Assembly Cover ........................................................................................... 44
Figure 28: Drawing of Crankshaft ............................................................................................................... 45
Figure 29: Drawing of Crankshaft Counterweight and Wrist Pin................................................................ 46
Figure 30: Drawing of Cylinder Nut ............................................................................................................ 47
Figure 31: Drawing of Cylinder Nut Shaft ................................................................................................... 48
Figure 32: Drawing of Cylinder Head .......................................................................................................... 49
Figure 33: Drawing of Valve Cover ............................................................................................................. 50
Figure 34: Drawing of Camshaft Connector Cover ..................................................................................... 51
Figure 35: Drawing of Camshaft Connector................................................................................................ 52
Figure 36: Drawing of Camshaft ................................................................................................................. 53
Figure 37: Drawing of Timing Rod .............................................................................................................. 54
Figure 38: Drawing of Piston Rod ............................................................................................................... 55
List of Tables
Table 1: Cylinder Height Specifications ...................................................................................................... 27
Table 2: Bill of Materials ............................................................................................................................. 35
6
Design of a Variable Compression Internal Combustion Engine
Introduction
Physical objects and demonstrations as in-class teaching aids, when used effectively, improve
student learning and curriculum retention (Crouch, Fagen, Callan, & Mazur, 2004). When students
simply observe demonstrations, there is no noticeable improvement in learning; when students engage
in class demonstrations by making predictions and discussing what they see, there is a significant
improvement in information retention and understanding. A two year study in which lectures were
supplemented with either practice problems, in-class demonstrations, or online discussions showed
Teachers can use class demonstrations to help students visualize and learn new topics.
physical visual aids and demonstrations in their curriculum. Everyday objects are used in “Kinematics of
Mechanisms” to simulate a linkage mechanism. Students can use the objects to understand the motion
of the linkage, and how governing equations apply to and dictate the motion. Additionally, toys and
arbitrary objects are used in “Introduction to Engineering Design” to help students understand key
principals of engineering design. Students analyze the objects to understand effective design techniques
or to see how poor design choices reduce product functionality. The mechanical engineering
department could benefit from having a working reciprocating internal combustion engine to
demonstrate engineering principals and the governing dynamics of internal combustion engines.
The purpose of this project is to design a singly cylinder internal combustion engine to be used
demonstrations. To do this effectively the engine needs to have a compression ratio that can be varied
by the user while the engine is operating, a valve train that maintains consistent valve timing as the
compression ratio is altered, and a crank case that provides the user with the ability to add additional
7
Design of a Variable Compression Internal Combustion Engine
components and instrumentation. The engine must be easily maintained and reconfigurable for
conditions causing extreme loads. The design needs to ensure relatively simple manufacturing and
assembly.
8
Design of a Variable Compression Internal Combustion Engine
Background
A four-stroke internal combustion engine involves a piston that completes four separate strokes
as the crankshaft rotates (Proctor & Cromer, Gasoline Engine, 2019). One stroke is complete when the
piston has moved the full length of the cylinder in either direction, thus each cylinder completes one full
four-stroke cycle every two crankshaft rotations. These four strokes, intake, compression, expansion,
and exhaust, create the four-step cycle that allows the engine to produce power; in a two-stroke cycle
(common in motorcycle engines) intake and exhaust occur simultaneously, allowing the cycle to be
completed in half the time of a four-stroke engine at the same rpm. During the intake stroke, the intake
valve opens as the piston is moving downward (How a 4-Stroke Engine Works, n.d.). This allows for an
air-fuel mixture to enter the cylinder bore. After the cylinder is filled with the mixture, compression
begins. The intake valve is closed and the piston travels upwards and compresses the mixture against
the cylinder head. The third step is considered the power stroke, but is also commonly referred to as the
combustion stroke. In spark-ignition engines the spark plug ignites the air-fuel mixture; in diesel engines,
the mixture ignites spontaneously as a result of the extreme temperatures and pressure caused by
compression (Proctor & Cromer, Diesel Engine, 2019). The heat created by the spark plug causes the
gases to rapidly expand, which then forces the piston in a downward motion until it reaches the bottom
of the cylinder bore and provides mechanical power output through the crankshaft. This leads to the
fourth step, the exhaust stroke. The exhaust valve is opened as the piston begins its upward motion
again. As the piston ascends, the spent combustion gases are forced through the exhaust valve. When
the piston reaches the top of the cylinder bore, the exhaust valve closes and the intake valve reopens,
Figure 1: Diesel Engine Four-Stroke Cycle depicts the four-stroke cycle in a diesel engine. The
principal difference between diesel and spark ignition is the manner in which the fuel is ignited (and
hence the fuel itself); the manner in which the piston and valves operate is the same for all four stroke
engines. In a gasoline engine a spark plug is placed at the top of the cylinder, and ignites the air-fuel
mixture near top of the compression stroke. Gasoline engines operate using spark ignition of the air-fuel
mixture. The flame front propagates outward from the ignition point at the spark plug (Proctor &
Cromer, Gasoline Engine, 2019). As the mixture is burning, the piston is being pushed downwards by the
expanding gasses, causing the mixture to dissipate away from the spark plug. This can result in pockets
of unburned air-fuel mixture that reduces the efficiency of the engine. Diesel engines operate using
spontaneous ignition of the fuel instead of a spark plug. Spontaneous ignition of the air-fuel mixture is
caused by the extreme pressures and temperatures inside the cylinder with the appropriate fuel type
(Proctor & Cromer, Diesel Engine, 2019). Combustion happens throughout the air-fuel mixture
simultaneously, causing detonation instead of deflagration. Diesel engines have higher compression
An engine’s compression ratio is the ratio of the volume of the air-fuel mixture in the cylinder
when the piston is at its lowest point (bottom dead center) and the volume when the piston is at its
highest (top dead center), depicted in Figure 3 below. The compression ratio provides important insight
into an engine’s performance (Lee, 2018). How the compression ratio affects the performance of the
engine can be understood through the thermodynamics of the Otto cycle as seen in Figure 2. The Otto
The line between represents 3 and 4 represents combustion and the highest pressure reached
during the cycle, and the line between represents 5 and 6 represents the lowest compression achieved
when the piston is at bottom dead center (Nasa, 2015). The thermodynamic efficiency of an engine is
how well it converts the energy caused by combustion to mechanical work, and is a function of
11
Design of a Variable Compression Internal Combustion Engine
temperature. It is represented in the figure above by the area under the curve. The greater the
temperature difference between steps 4 and 6, the greater the thermodynamic efficiency. Since
pressure and temperature are linearly dependent, as the pressure in the air-fuel mixture increases, so
does the temperature. Thus, as the compression ratio of the engine increases, so does the
thermodynamic efficiency and consequently the power output. Additionally, the air-fuel mixture being
compressed into a tighter space facilitates flame propagation, resulting in more complete combustion
and improved thermal efficiency (Proctor & Cromer, Gasoline Engine, 2019).
Engine knock in spark ignition engines is unwanted, spontaneous, premature ignition of the air-
fuel mixture at one or more locations in the combustion chamber. This results in the cylinder pressure
rising too rapidly which creates a knocking sound. This deflagration, and potentially detonation, of the
air-fuel mixture occurs while the piston is still traveling upward during the compression stroke, applying
force that opposes the rotation of the engine (Lee, 2018). This causes decreased performance and
efficiency, and can result in mechanical failures and potentially dangerous operation. A primary cause of
engine knock is a compression ratio that is too high. In the ideal Otto cycle, the working fluid is assumed
12
Design of a Variable Compression Internal Combustion Engine
to be pure air which is an ideal gas. Compressing the air-fuel mixture adiabatically increases its
temperature according to the ideal gas law. This assumption of adiabatic compression is reasonable
since the compression is so rapid. Since fuels have a temperature threshold where spontaneous ignition
occurs (auto-ignition temperature), different fuels have a limit to how much they can be compressed
before spontaneous ignition occurs and the combustion results in engine knock. Gasoline has an auto-
ignition temperature of approximately 536 degrees Fahrenheit, which limits the compression ratio to
less than 15:1 (Ukropina, 2014). Since gasoline engines use a spark plug to initiate deflagration, lower
compression ratios can still generate high power output (Taylor, 1985). Diesel engines operate with
compression ignition rather than spark ignition, so the heating from compression must cause
spontaneous ignition of the air-fuel mixture for the engine to function. Engine knock in diesel engines is
difficult to mitigate, and can occur at low engine speeds and power outputs, as well as when the
Engine Design
Despite differences in ignition methodology, engine cycle, or engine configuration (boxer, inline,
opposed piston, or v configuration), most reciprocating internal combustion engines have similar
designs and major assemblies (Proctor & Cromer, Gasoline Engine, 2019). The piston assembly sits inside
the cylinder and rotates with the crankshaft. The crankshaft is connected to the accessories and the
valve train, which rotates the camshaft. The ignition assembly, if required, is either electronically or
mechanically synced to the rotation of the engine to provide current through the spark plug at the
correct time: slightly before the piston reached top dead center on the compression stroke.
The cylinder block is the main housing for the engine (Proctor & Cromer, Gasoline Engine, 2019).
The crankcase along the bottom contains the crankshaft, and cylinders are bored throughout the engine
in their designated orientation. In-line engines orient the cylinder in a single row that runs the length of
13
Design of a Variable Compression Internal Combustion Engine
the engine block, whereas a v-configuration places the cylinders along two sides of the engine. The two
rows are angled away from each other, with the crankcase and crankshaft in the middle as shown in
Figure 4.
The combustion chamber is the region of the cylinder located above the piston assembly. Valves
in the top of the cylinder control air-fuel mixture intake and exhaust. In spark-ignited engines, the spark
plug is located in the top of cylinder, typically in the center of the cylinder between the valves. The
The pistons are attached to the crankshaft through the wrist pin. Piston rings around the outside
of the piston create a seal against the cylinder wall and prevent air-fuel mixture and exhaust gasses from
escaping and entering the crankcase, as seen in Figure 5 below. Oil lubricates the piston rings against the
cylinder wall and the connection of the piston rod on the crankshaft to reduce wear and counteract
The rotating crankshaft is connected to the flywheel, which is used to transfer the engine’s
rotation to the vehicle’s transmission (Proctor & Cromer, Gasoline Engine, 2019). It is also connected the
valve train, the ignition system, as well as a number of accessories that operate cooling fans and provide
power to electrical components. There is a 2:1 gear reduction between the crankshaft and the camshaft
since both sets of valves have to open in the time it takes for the piston and crankshaft to complete one
full cycle (two rotations). Depending on the engine’s design, the camshaft could be located above the
cylinders, or in the crankcase. Some engines use a single camshaft to open and close all the valves.
Pushrods run from the camshaft to each valve, and a rocker is used to transfer the motion from the
15
Design of a Variable Compression Internal Combustion Engine
pushrod to the valve (diagram). In a dual overhead camshaft engine, each row of cylinders has its own
camshaft located above the cylinders. This configuration eliminates the need for pushrods, but increases
The cooperative fuel research engine was designed by the Waukesha Motor Company in 1928
and was built and tested in 1929 (The Waukesha CFR Fuel Research Engine, 1980). The purpose behind
designing the engine was to develop an improved gasoline knock-test method. The creation of the CFR
engine established a higher standard of defining fuel quality. It allowed the automotive and petroleum
industries to produce better quality products and paved the way for a significant advancement in fuels
and engines.
In order to accommodate some of the issues that occurred during fuel testing, the design of the
CFR engine contained some unique modifications that were not common in other previous engines (The
Waukesha CFR Fuel Research Engine, 1980). The premier modification was the variable-compression
16
Design of a Variable Compression Internal Combustion Engine
cylinder. This was done by relocating the valve assembly and turning it into an overhead valve type. The
use of a compensating mechanism allowed the compression ratio to change between 3:1 and 30:1 by
moving the piston within the cylinder without altering any valve adjustments. The connection between
the cylinder and spark lever would give an accurate spark position regardless of the compression ratio.
The design also included a cast iron crankcase, a counterweighted crankshaft carried in large sleeve-like
bearings, and a cast iron piston with five compression rings. All these features were included to ensure
that the engine was durable and had a long life. Another interesting modification to the design was the
installment of the knock meter. Knock is affected by compression ratio, spark timing, mixture and engine
speed, which causes the fuel to burn unevenly and can be harmful to the engine. An electric knock
meter was placed at the top of the unit control panel as a way to ensure that no irregularities were
occurring during combustion, which helped streamline the fuel testing process.
The Waukesha CFR engine was recognized by the American Society of Mechanical Engineers for
its ability to provide a more efficient gasoline-knock test method. There have been some small
refinements to the original design since 1929, but the main design features remain the same. Almost a
century later, the CFR engine is still in production, and has been the longest continually produced model
The engine’s use as a demonstration tool for a teaching aid means that it needs to have
functionality that is not normally found in production engines. The design of this MQP focused on the
features that are unique to this engine. Primarily, the user needs to be able to manually alter the
engine’s compression ratio while the engine is operating. The crank case must be designed to support
this functionality, and the valve train needs to be able to maintain consistent valve timing as the
compression ratio is altered. Since the compression ratio will be varied under operation, the engine
needs to be durable enough to maintain safe operating conditions for the user, withstanding forces
generated under extremely low and high compression ratios as well as engine knock. The crank case also
needs to be designed to allow instruments and additional features to be easily added and removed from
the engine, enabling the user to simulate and analyze any operating conditions. Figure 8 below depicts
the assembled model of the four-stroke demonstration engine, and Figure 9 shows a cross section of the
assembly.
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Design of a Variable Compression Internal Combustion Engine
The crank case and rigid components are depicted in dark grey, rotating shafts the piston
assembly are red, while the gears are orange and springs are green. The Acme nut is a dark yellow. All
bearings, retaining rings, and bolts are blue, dark red, and faded yellow, respectively. The design only
focuses on components and assemblies that are unique to this engine, so the intake manifold, ignition
system, and exhaust manifold are not modeled. These parts, along with all the bearings, retaining rings,
gears, and bolts will be purchased from a retailer when assembling the engine. A detailed bill of
materials in the appendix describes which parts should be manufactured and which should be
purchased.
21
Design of a Variable Compression Internal Combustion Engine
When the four-stroke engine is configured to operate using gasoline, the spark plug at the top of
the cylinder ignites the air-fuel mixture. As described in pages 8 to 9, the pressure forces the piston
down causing the crankshaft to rotate. The large diameter bevel gear at the end of the crankshaft
transfers the motion to the timing assembly along the left side of the engine in Figure 9 with a 2:1 gear
increase. The bevel gear at the top of the timing shaft transfers the rotational motion to the valve train,
where the camshafts open and close the valves. The Acme nut around the outside of the cylinder can be
used to raise and lower the cylinder with respect to the crankcase, which changes the compression ratio
of the engine. The top bevel gear on the timing shaft slides up and down the shaft with the cylinder
head, keeping the crankshaft connected to the valve train at all times, without affecting the rotation of
the camshafts with respect to the crankshaft to ensure consistent valve timing is maintained. The
Crank Case
The crank case (Figure 10 and Figure 11) is designed to be able to support the entire upper
assembly, and is robust enough to withstand extreme operating conditions. Hole patters on the sides
and bottom provide a means of attaching additional components and instrumentation to the engine,
The two-part brace on top of the crankcase holds the Acme nut in place while allowing rotational
motion. An oil fill hole is located next to the braces, and holes for oil drain as well as an oil temperature
and oil level sight gauges are drilled from the side into the bottom on the crankcase. Hole patterns on the
front and back of the crankcase provide places to attach covers, as well as a brace to support the timing
Bearings (blue) reduce wear on the crankcase while also holding the crankshaft in place, and
The demonstration engine designed in this MQP uses a similar method to the CFR engine to
change the compression ratio: changing the cylinder height with respect to the piston assembly. The
cylinder sits inside a large nut that the user is able to rotate. Large diameter external Acme threading
(not depicted) around the outside of the cylinder and corresponding internal threads on the inside of
24
Design of a Variable Compression Internal Combustion Engine
the nut moves the cylinder with respect to the nut when it is rotated. The external thread is on the 3.5
inch outer wall of the cylinder. It has 2 threads per inch, and a maximum pitch diameter of 3.235
(Engineers Edge, n.d.). Fixing the nut to the crank case (but still allowing for rotation) lets the cylinder’s
height change with respect to the crank case and piston assembly. The user can then change the
compression ratio of the engine by rotating the nut. A removable handle enables the user to easily
rotate the nut without the manufacturer having to attach a gear assembly to the top or side of the crank
case.
Figure 12 above shows the cylinder in the lowest position, Figure 13 shows the cylinder in the
A large diameter disc spring below the Acme nut provides enough upwards pressure to hold the
nut against the brace and reduce vibrations caused by the friction between the piston rings and the
internal cylinder walls; A secondary spring around the outside of the cylinder contacting the top of the
nut keeps the Acme threads in constant contact so that the cylinder does not slip (both springs in green
in Figure 15 below). The compression ratio of the engine is approximately 25:1 when the cylinder is at its
Dead Center
engine, and should be purchased from a retailer as outlined in Appendix A: Bill of Materials since this
assembly should be purchased, the CAD models are visual representations and not meant to be directly
machined. The crankshaft transfers its rotational motion into linear motion through the piston rod and
piston. Since the cylinder translates when the user alters the compression ratio, the piston assembly is
in a fixed location within the crank case (Figure 16 and Figure 17 below).
28
Design of a Variable Compression Internal Combustion Engine
Retaining rings around the outside of the crankshaft prevent linear motion, and a keyway cut
into the end of the shaft allow a no-slip connection to a bevel gear in the timing assembly. The
crankshaft has a 1-inch diameter to be able to withstand extreme forces and features a 3 inch stroke.
Timing Assembly
In a typical reciprocating internal combustion engine, the valve train is rigidly attached to the
crankshaft through a timing chain. Since the valve train sits in the cylinder head (located on top of the
cylinder), the height of the valve train will change whenever the user raises or lowers the cylinder; a
timing chain cannot be used to connect the crank shaft to the valve train. A timing assembly that uses
keyed shafts and a series of gears allows the valve train to stay connected to the piston assembly at all
cylinder heights, as depicted in Figure 18 below. This is necessary since changing the compression ratio
independently from the valve timing with alter the performance of the engine – refer to pages 9 to 12.
30
Design of a Variable Compression Internal Combustion Engine
Keyways along the primary shaft create no-slip connections with the bevel gears, and ball
bearings and retention rings hold the assembly in place against the lateral force created by bevel gears.
The gears are modeled from McMaster-Carr. The 4 inch bevel gear is connected at 90 degrees to a 2
inch bevel gear that rotates the primary shaft, providing the 2 to 1 gear ratio needed for correct timing.
The 1 inch bevel gear that connects to the valve train is allowed to slide up and down with the cylinder
head so that the connection between the crankshaft and the camshafts are preserved when the user
The valve train is similar to that of a conventional single cylinder engine. An overhead
camshaft design eliminates the need to use pushrods, and allows for easy access to the valve train for
maintenance and adjustments, shown in Figure 19 and Figure 20 below. The spark plug located at the top
of the cylinder and in the center of the chamber. Easy access through the cylinder head allows for easy
maintenance, and provides the user with the ability to change or remove the spark plug to configure the
engine to operate using gasoline or diesel fuels, or any other liquid combustible.
The timing assembly is connected to the valve train through the ball bearing on the left side of
Figure 19. The bevel gear on the timing assembly is secured inside the bearing, which slides the gear up
and down the timing shaft when the compression ratio is changed. A matching bevel gear connects to
the timing gear at a 90 degree angle. Since the piston assembly is centered in the cylinder, the
crankshaft and thus the unique timing assembly needed for the variable compression mechanism are
also centered in the engine. Utilizing a dual-overhead camshaft setup (refer to pages 12 to 15), each
camshaft is equally offset from the center of the engine, so an additional shaft is required to translate
the motion to the camshafts. 1 inch gears on the additional shaft and one of the camshafts resolves this
problem without changing the gear ratio between the crankshaft and the valve train. 1.25 inch gears
connect the camshaft at a 180 degree offset so that the valves are opened and closed in a four-stroke
cycle.
33
Design of a Variable Compression Internal Combustion Engine
Through this Major Qualifying Project, we were able to design a fully functional reciprocating
internal combustion engine to be manufactured and used by the mechanical engineering department at
Worcester Polytechnic Institute for in-class demonstrations. The engine features the ability for the user
to easily reconfigure the engine for different operating parameters. The crank case, variable
compression cylinder mechanism, piston assembly, crankshaft assembly, timing assembly, and cylinder
head and valve train are all designed uniquely to provide durability, effective operation, and simple
adjustments. The covers can be made from any material, such as a clear acrylic or plexiglass so that the
The engine is designed to be mostly manufactured with the use of WPI’s machine shop; a few
parts have to be purchased separately. The bearings, retaining rings, valves and valve springs, spark plug
and ignition assembly, carburetor, bolts, and instrumentation such as an oil temperature gauge will have
to be ordered from retailers. The appendices, beginning on page 35, feature schematics of every part to
be machined as well as a list of the parts that need to be ordered. The 3D models were designed with
tolerances per the Machinists Handbook (Pohanish, McCauley, & Hussain, 2016), however, special care
should be taken to dimensions and tolerancing when machining close-fit parts to ensure correct fitment
and operation.
34
Design of a Variable Compression Internal Combustion Engine
Future Work
This project was undertaken with the intention of designing, manufacturing, assembling, and
testing the demonstration engine. Because of the circumstances, the project was never able to be
manufactured or assembled. A future team is needed to use this report to assemble the engine to be
used by the mechanical engineering department at WPI. The information provided throughout, as well
as the bill of materials and the drawings in the appendices are intended to be used for the purpose of
manufacturing the engine. Refer to Appendix A: Bill of Materials for information regarding purchased
and manufactured parts. Some of the gears to be purchased from McMaster do not have keyways
machined into them. This will have to be done to ensure that the gears spin on their shafts without
slipping. Keyways have been designed into every shaft, and their measurements are shown in Appendix
B: Drawings – use these measurements as reference when machining keyways into the gears.
Appendix A: Bill of Materials
Note that parts to be purchased and not manufactured are marked as such in the bill of materials below. Many of these items have been included in the model exactly as their purchased
counterparts would fit into the assembly, and CAD models of them can be assumed to be accurate. This pertains to all gears, ball bearings, the disc spring, and internal and external retaining rings.
Links to these parts have been placed in the bill of materials and should be used to purchase the items to ensure the components fit together. Some of the purchased items are up to the discretion of
the future team assembling the engine to select and purchase. The CAD models of these parts are visual representations only, and not intended to be completely accurate. Additional design needs to
be completed to alter the engine to fit the purchased parts once selected: valves (and cylinder head to match), valve springs, cylinder spring, bolts, and the piston assembly (and combustion chamber
shape).
1 Part Main Assembly Ball Bearing – ¾ inch Shaft OD X Steel 0.75 inch Ball Bearing - McMaster
1 Sub-Assembly Main Assembly Timing Rod Sub-assembly
1 Part Main Assembly Bevel Gear – 1 inch Shaft OD X Steel 1 inch Ball Bearing - McMaster
1 Part Main Assembly Cylinder Spring X
1 Part Cylinder Nut Cylinder Nut X Brass Figure 30: Drawing of Cylinder Nut on page 47
1 Part Cylinder Nut Cylinder Nut Shaft X Any Figure 31: Drawing of Cylinder Nut Shaft on page 48
1 Part Crankshaft Crankshaft X Steel Figure 28: Drawing of Crankshaft on page 45
Figure 29: Drawing of Crankshaft Counterweight and Wrist
1 Part Crankshaft Crankshaft Counterweight X Steel
Pin on page 46
External Retaining Ring – 1 inch Shaft
2 Part Crankshaft X Steel 1 inch External Retaining Ring - McMaster
OD
1 Part Crankshaft Bevel Gear – 2 inch Shaft OD X Steel 2 inch Bevel Gear - McMaster
1 Part Piston Piston Head X Summit Racing
1 Part Piston Piston Pin X Summit Racing
1 Part Piston Piston Rod X Summit Racing
1 Part Piston Ball Bearing – ¾ inch Shaft OD X Steel 0.75 inch Ball Bearing - McMaster
3 Part Piston Piston Rings X Summit Racing
1 Part Cylinder Head Cylinder Head X Aluminum Figure 32: Drawing of Cylinder Head on page 49
4 Part Cylinder Head Valve X Summit Racing
1 Part Cylinder Head Ball Bearing – ¾ inch Shaft OD X Steel 0.75 inch Ball Bearing - McMaster
1 Part Cylinder Head Valve Cover X Aluminum Figure 33: Drawing of Valve Cover on page 50
Part Cylinder Head Hex Socket Screw – NO5-40X0 Thread, ½
3 X
inch
Part Cylinder Head Hex Socket Screw – NO4-40X0 Thread, ½
5 X
inch
1 Part Cylinder Head Cam Connector Cover X Any Figure 34: Drawing of Camshaft Connector Cover on page 51
1 Part Cylinder Head Spark Plug X N/A Spark Plug - NGK
4 Part Cylinder Head Valve Spring X Summit Racing
1 Part Cylinder Head Ball Bearing – ¼ inch Shaft OD X Steel 0.25 inch Ball Bearing – McMaster
Part Cylinder Head Internal Retaining Ring – 7/8 inch Shaft
2 X Steel 0.875 inch Internal Retaining Ring - McMaster
ID
1 Part Cylinder Head Ball Bearing – 3/8 inch Shaft OD X Steel 0.375 inch Ball Bearing - McMaster
1 Sub-Assembly Cylinder Head Cam Connector Sub-assembly Aluminum
4 Part Cylinder Head Ball Bearing – 1/2 inch Shaft OD X Steel 0.5 inch Ball Bearing - McMaster
2 Sub-Assembly Cylinder Head Camshaft Sub-assembly Aluminum
1 Part Cylinder Head Gear – 1 inch X Steel 1 inch Gear - McMaster
Cam
1 Part Cam Connector X Aluminum Figure 35: Drawing of Camshaft Connector on page 52
Connector
Cam External Retaining Ring – 3/8 inch Shaft
3 Part X Steel 0.375 inch External Retaining Ring - McMaster
Connector OD
Cam
1 Part Bevel Gear – 1 inch X Steel 1 inch Bevel Gear - McMaster
Connector
37
Design of a Variable Compression Internal Combustion Engine
Cam
1 Part Gear – 1 inch X Steel 1 inch Gear - McMaster
Connector
1 Part Camshaft Camshaft X Aluminum Figure 36: Drawing of Camshaft on page 53
1 Part Camshaft Gear – 1.25 inch X 1.25 inch Gear - McMaster
1 Part Timing Rod Timing Rod X Aluminum Figure 37: Drawing of Timing Rod on page 54
External Retaining Ring – ¾ inch Shaft
2 Part Timing Rod X Steel 0.75 inch External Retaining Ring - McMaster
OD
1 Part Timing Rod Bevel Gear – 4 inch X Steel 4 inch Bevel Gear - McMaster
38
Design of a Variable Compression Internal Combustion Engine
Appendix B: Drawings
Crouch, C., Fagen, A. P., Callan, J. P., & Mazur, E. (2004). Classroom Demonstrations: Learning Tools or
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Delprete, C., Pregno, F., & Rosso, C. (2009). Internal Combustion Engine Design a Proactical
Engineers Edge. (n.d.). External ACME Thread General Purpose Sixe Table Chart. Retrieved from
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engines-eu.com/ohv
How a 4-Stroke Engine Works. (n.d.). Retrieved from Briggs and Stratton:
https://www.briggsandstratton.com/na/en_us/support/videos/browse/4-stroke-theory.html
Lee, K. (2018, 4 11). Here's What 'Compression Ratio' Actually Means and Why it Matters. Retrieved
1819723873
types-of-car-motors-engines-are-there-Which-would-you-say-you-like-the-most-and-why-Are-
there-any-interesting-motors-engines-in-development
Nasa. (2015, 5 5). Ideal Otto Cycle. Retrieved from Nasa: https://www.grc.nasa.gov/WWW/k-
12/airplane/otto.html
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Design of a Variable Compression Internal Combustion Engine
Pohanish, R. P., McCauley, C., & Hussain, M. I. (2016). Machinery's Handbook Pocket Edition: A Reference
Book for the Mechanical Engineer, Designer, Manufacturing Engineer, Draftsman, Toolmaker,
and Machinist. South Norwalk, Connecticut, United States: Industrial Press, Inc.
Taylor, C. F. (1985). Internal-Combustion Engine in Theory and Practice, Volume 2- Combustion, Fuels,
The Ideal Gas Law. (2019, 6 5). Retrieved from Chemistry - LibreTexts:
https://chem.libretexts.org/Bookshelves/Physical_and_Theoretical_Chemistry_Textbook_Maps/
Supplemental_Modules_(Physical_and_Theoretical_Chemistry)/Physical_Properties_of_Matter/
States_of_Matter/Properties_of_Gases/Gas_Laws/The_Ideal_Gas_Law
The Waukesha CFR Fuel Research Engine. (1980, June). Waukesha. Retrieved from
https://www.asme.org/wwwasmeorg/media/resourcefiles/aboutasme/who%20we%20are/engi
neering%20history/landmarks/50-cooperative-fuel-research-engine-1928.pdf
Ukropina, C. (2014, 12 11). Kerosene and Gasoline Flash Point. Retrieved from Stanford University:
http://large.stanford.edu/courses/2014/ph240/ukropina2/
University of Windsor. (n.d.). Piston and Piston WIngs. Retrieved from Washington Edu:
https://courses.washington.edu/engr100/Section_Wei/engine/UofWindsorManual/Piston%20a
nd%20Piston%20Rings.htm
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Design of a Variable Compression Internal Combustion Engine
van Basshuysen, R., & Schafer, F. (2016). Internal Combustion Engine Handbook - Basics, Components,